Apparatus for generating hot compressed gas



H. NEUMANN. APPARATUS FOR GENERATING HOT COMPRESSED GAS.

PPPPPPPPPPPPPPPPP 50.12.19q5. 928.324. Patented July 20; 1909. v 2SHEB1S8HEET 1.

m j WITNESSES: MENTOR: I M415 wit/MM;

H. NEUMANN. AIPARATU'S FOR GENERATING HOT COMPRESSED GAS.

APPLICATION FILED 3330.12.1905. 928,3;34. Patented July 20, 1909. 2 SHEETS-SHEET 2.

WITNESSES: @NVENTQR:

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3 3 the line et ;.11"""ure which eerrespmute that tater I eat to the end pres-sure et the expansion stroke. Hem my .hzwe lnvenitett 'theretmze, 5' Te reps-ewes the snetien wt" -m'ementeh1 ftp-- stroke, t3--?' the U0llllJTQHHtUH simtm met l Uempressed 7--8--9 the weriting Htrehe. The, discharge is speeifiezt line ;)----.10 the ROHHH; e't emitting the glued to the itC IOIIljNiILY- gases to he pue'xped ihte it reservoir by the 'uetiun ef the engine piston during its heat; ,ien may he ettwimtgtgeeusly stroke, and the epehiug M? the exhaust valve 55 lifittthl't :We'i tmhte theexnt the .peint 9, the pressure emihtnined in h 110i;gctnlpygggggd 5595; mm the resel'wit' being; the same th s that in the It tee instance, hr the cylinder at 9. The exhaust valve is then eenmtessed ah? tents, eletaeft at .10. Vtitheet my specialarrange ete.,. 2111' second, to meet the een'xpressed games rtmmining in it mepeniesef such the clearance space weuid have to expend m ,t-mn t b tjihz d te ntt'neseherie pressure (u 'amremhnetely as m. gt QS ehewn by the fietteet tine N itz) and the nmgphere new ehanre'e Weuht enter enly timing" the mt my i ti g j i m period h'lttieetett at I12 -43. tteutieqlteartily, in ellfil een'ahustien engine, net only weuht the week (tune by the engine mnging ail d be less tl'tentwmld be attained with the netx emliiite pisten thethat suetlen i; he 5--6, hut thcuyelmee 0t i 1 a} l'gggp the eempt ti spentgases weuht he (tuninethrm sttme l -j ished Le slush an extent as to tender the w terdey to ehtftin Fe pumi'iprocess practically vehleless.

"he preduets 0t eeln- In order t0 increase the e'tlieieney of the f m t i th engilxeand the volume eat the spent gases, he e. e mitt d m I previde :1 went. from. the engine eyhmtel' to here m: into {L s e the at/m1. there (o:- te :1 space under eSseng idtly jewe esgm-e tielty Jewel. pike than that in the en- ;ztees in said resetgine eylhlder) at the poilat Zttl, after (h/sing; the connection between the engine cylinder eemp're ehes various and. the L'eserveil'. Uensequently the pm I m ,qhjflg'djiqn] d ge sure will IELLH neeet'ding tu tine 1t0---1-1-, :30 9e met-e Gefinitetyspeeified, that the new charge will he mEmittet-l to the :ruwil'u w Figure it, is e die 'ram of cylinder during the period 14- -6. Ut'tjlfl En ing wglhiillg in aeeerdmlce In Fig. I, the Week of the engine without haven' on in its simplest 01111. the l'nunping action 1(;l)l.'' $(,l]['(Btt by the 'uh et a item cyeie engine at an (5-t-h---$) and. the pump work by the nee; with this invention area 6 --S)-10----1-ft-. 'lthe resuttillg ilniticnted es; were pm'r'ipec t inte the r-ester work of the engine coweepemhn te the (hi W1 Ike highei hen at the amt 0t tereuee between these twe me: e m, dethmt- Qh UL is u ttia- Eng the evet'htppimg; arms, to the diii'eienee ,7 ete engine "wet-hing in at that-ween 15-----T(--- -J and. 1 -t --14----]0. this inveutien, in 2L hummer Rei'eeringg; te H. winch illustrates 2t :tl'erent from that indicated in: use Where the I are pumped in. the reswit meme final e=tteet of en'eit at n, Ptt'hbfll'tfi higher than that at the suite in the reeee end of the fllfipttihitlll steering the exhme-t pleasure at the valve 1:5 opened at 1?; immeniintety the pzret- Leg; 1 .5; it thewme mere il'ltthftlttld by the line 118 it: tttiimhwhttl ieztt eiementa et in the reseweh' (at point 111) and main my ihtehtieirh my; t'fieectihw] hxtt mi-te'tth 'erwnnt t'lt'tr et eppzt'settm 021% It? tit .i: mend theentimhack Werh 0 is represented, by the difference between the areas l5 l7---l9 and l-i ti ll Fig. l ll. indicates an arrai cnt. .i'rom that indicated in 1*" ll but with the same. tinal etl'ect ol maintaining a higher pressure in the reservoir than that oi" the end presr sure ol the expanding gases. in this ease, the exhaust valve opens during the back slrolie ol' the piston at the point ll, and the expansion line continues first to point J, and with the resulting compression line 9-1? which overlaps it no heat is transmitted. Immediately after the opening of the exhaust valve a pressure is established in the reservoir imlicated by the line 18, beginning at point 19, and the gases are discharged during the period indicated by the line 1:)-l(). The work of the engine cor responds to the tflillerence between the area l5-7-8-23 on one hand and the areas .l.5----( --lat-ltl plus 23--1)- -l7 on the other hand.

Referring to Fig. IV, the reservoir 25, for receiving the compressed, gases. is connected. to the exhaust valve 26, of a tour cycle engine, by means of a check valve 28, (loaded as lightly as possible), the space between said valves '26, and 28, contains the check valve 30, which opens toward the atmosphere and which is retained on its seat by the spring 31, as long as said exhaust valve 26, is open. Said arrangement is such that as soon as the exhaust valve 26, begins to close, (at the point 10, in the diagrams aforesaid) the sprii'ig 31, oil the check valve 30, is released to allow said valve to open. As soon as the p ressure in the space between the valves 26, and 2%,t'al ls belrv that in thereservoir25,the valve 28, is forced upon its seat, and the pressure in the engine chamber 33, and in the space between said valves 26, and 25, can escape through the valve 30.- lhereupon, the exhaust 26, closes entirely, and the suction stroke of the engine can begin. However, when the pressure in the engine chamber 313, after combustion and partial expansion equals the pressure in the reservoir 25, the check valve 30, must be forced upon its seat be'l'ore the exhaust valve 26, is opened. in order to diminish the pressure required to open the exhaust valve 26, l lind it advantageous to open the (heck valve'Qb, after or during the closing movement ol. the valve 30,

so that the pressure from the reservoir 25,

acts upon the under side o'l said exhaust valve. be operated singly, in pairs, or all at? the same time, or said valves may be combined in a single structure, such as a rotary slide valve. it may be noted that itis advisable to have the spact between said valves .Zb', and lb, as small as possible, to avoid loss ol eflicieney. The check valv Cit), may open to the atmosphere, so that the escaping gases are entirely removed from the working he valves 2t and 28. and 30, cancycle, or, they may be mixed with the succeeding charge for the engine, or, if the combustible gas 101: the engine is furnished by a producer, the spent gases may be advantageously conducted to said producer. AS a matter oi tact, it is necessary to employ the highest possible compression and explosive pressures, to attain the greatest advantages from the invention, and l find that the (langer of premature ignition is avoided and higher compression is possible, if the spent gases are mixed with a charge containing easily intlannnable gases. The advantages of admitting the spent gases to a gas producer is that a larger percentage of carbonic oxid and less hydrogen is contained in the gas than produced, and such producer gas may be advantageously employed by the present invention because carbonic oxid will stand higher compression than hydrogen without causing premature ignition.

In Fig. 1V, which shows a typical embodiment of my invention, in connectionwith a gas producer, the exhaust pipe 35, opens into ,the chamber 36, below the grate 37, of the producer 38, so that the exhaust gases are mixed with the air entering said chum her by the port 39, in said chamber, be- .l'oro traversing the body 01'' fuel -l0, in said producer 'lhe valve 30, which relieves the pressure in the compression chamber 33, may be so arranged as to open directly into the latter, in which case, the check valve 28, may be omitted, and the loss of pressure in the space between the valves 26, and 28,

which occurs at each opening of the valve 30, be thereby obvlated. Such an arrangement. is shown 111 Fig. V, which also shows means to introduce the spent gases into the gas intake pipe 49, leading to the engine. It is also feasible to locate the valve-30, within the inlet valve 43,-so. that the latter separates the "valve 30, from the engine chamber 3; This has the advanta e over the arrangement shown in Fig. V, of reducing the number of valves opening into the interior of the engine chamberi33. The check valve 45, is weighted so as to regulate the pressure in the reservoir 25, it being understood that a decrease in said-Weight lowers the pressure line in. the indica-tor'card of the engine, as shown byline 46- 47, in

Fig. IIl'. If, however, the weight of saidvalve to, is increased, the pressure llne rises as indicated by the line #2 50, in Fig. 111,- and the resulting work of theengine varies accordingly. utilise the whole power of the engine for ;'enerating the largest possible quantity of spent gases, at the highest possible pressure, the governor 52 of. the engine may be com nected with the check valve 45, as shown in big. V in such a manner that during an increase ol the engine speed above the normal, the weight upon theyalve 45, is increased,

Iheref0re, 'if it is desired to.

eii'ected if it does beyond that required at any time by as various modificatlons may in, without departing bustion engine; of a reservoir; means 35 connecting the thereby increasing the pump work and the resulting Work done, by the engine, and thereby regulating the speed of the engine. Similar. regulation of the engine may be other work besides that of pumping the gases, for instance, the operation of any kind of machinery. In such a case the governor would so regulate that all of the surplus power developed by the engipe t 1e machinery would be utilized for pumping.

A It is to be understood that I do not desire to limit myself to the precise details of construction and arrangement herein set forth,

be made therefrom the essential features of my invention.

1. The combination with an internal comarranged to deliver the waste gases from the engine into said reservoir at a pressure higher than the atmosphere, and to permit the compressed gases remaining in the combustion chamber to escape at lower pressure before a new charge is admitted; and, a pressure regulating valve communicating with said reservoir arranged in operative relation with the engine governor, whereby the pressure in the reservoir is increased as the substantially as set engine speed increases,

forth.

2. The combination with an'internal combustion engine; of a reservoir; a conduit exhaust port of the piston chamber of said engine with said reservoir; a branch conduit connecting the exhaust port of said engine with the atmosphere; and valves arranged to control said conduits 40 independently, comprising means arranged to positively open one of said valves and to close the other, substantially as set forth.

3. The combination with an internal combustion engine; of a reservoir; a conduit connecting the exhaust port of the piston chamber of said engine with said reservoir; a branch conduit connecting the exhaust port of said engine with the atmosphere; valves arranged to control said conduits independently, comprlsmg means arranged to positively open'one of said valves and to close the other; and, a pressure regulating valve 111 operative relation with sald reservoir and independent of the other valves aforesaid, substantially as set forth.

1-. The combination with an internal combustion engine; of a gas producer; a conduit leading from said gas producer to the inlet port of said engine; a second conduit leading from the exhaust port of said engine to said gas producer; a reservoir connected with said exhaust conduit; a check valve arranged to admit fluid from said exhaust conduit to said reservoir and. prevent return of the same; and a valve in said exhaust con duit, comprising means to normally prevent the passage of fluid from said exhaust port to said gas producer, substantially as set forth; I

5. The combination with an internal combustion engine; of a reservoir; a conduit connecting said reservoir with the exhaust port of the engine; a valve controlling said exhaust port; a separate valve controlling the admission of waste gases from said conduit to said reservoir; and a relief valve between said engine exhaust valve and said reservoir valve controlling the emission of the waste gases to a region of lower pressure than in said reservoir.

6. The combination with ranged to admit the waste gases from the engine into said reservoir at a pressure higher than the atmosphere; a valve arranged to permit the waste ases to escape from the engine combustion c amber toward the end of the discharge stroke at a lower pressure; and means arranged to positively actuate said valves.

7. The combination with an internal combustion engine; of a reservoir; means arranged to deliver the waste gases from the engine into said reservoir at a pressure higher than the atmosphere; a pressure regulating valve operatively connected with said reservoir; and means arranged to auto matically vary the pressure determined by said regulating valve.

In testimony whereof, I have hereunto signed my name at Cologne, Germany, this 28th day of November 1905.

' HANS NEUMANN.

Witnesses BESSIE F. 1)UNLA}., Lotus VANnonn an internal com- ,bustion engine; of a reservoir; a valve ar- 

